Farage: more Grillo than Griffin

UKIP is the British version of a Europe-wide rejection of mainstream, established politics.

For many, UKIP’s success in the county council elections last week is the latest in a string of stunning results for the extreme right across Europe. Parties that reject multiculturalism and the EU in favour of more assertive nationalism are growing in popularity, and Nigel Farage’s party is the UK edition: BNP-lite, a radical right wing party that appeals to the electorate’s dislike of the European Union and fears about immigration.

But there is another – unlikely – political insurgent that Farage shares more in common with than Nick Griffin: the radical comedian-turned politician from Italy, Beppe Grillo. Both are best viewed as primarily anti-establishment populist movements, neither obviously left nor right-wing.

Populist parties pit the good, honest, ordinary voter against the out-of-touch, liberal, mainstream political elite. They claim to represent the former against the latter, an authentic and common sense voice in a world of spin and self-interest.

It is not the extreme right that is on the march across Europe, but a much wider rejection of mainstream, established politics. Sometimes that takes the form of Marine Le Pen or Geert Wilders. But the economic crisis is also lifting the anti-mainstream left, such as Mélenchon in France, Syriza in Greece and most obviously Beppe Grillo in Italy.

Of course, on several specific policies they are a world apart. Grillo is furiously anti-austerity, and is passionate about green energy. But for both, specific policies probably matter less than the broader line that politics is dominated by a identikit group of cosseted elites whose ideas can be separated by a cigarette paper.

Self-interested and self-perpetuating, they have forgotten ordinary people, and cannot be trusted. Because the European Union is especially distant and unaccountable, both Grillo and Farage want out, with democratic power being wrestled from the Eurocrats and handed back to the people.

Beppe plays the outsider: he proclaims that political parties are finished, and calls Berlusconi a "psycho sex dwarf’. Mr Farage, you may have noticed, increasingly talks about "the professional political classes", rather than Europe, often with pint in hand. As the academic Rob Ford as pointed out, immigration is far from the main concern UKIP voters have.

Similar too, is their support and sudden prominence. Both UKIP and Grillo’s party scored around 25 per cent in their respective elections this year, and this is because their approach to politics and assessment of the problem strikes a very large chord. According to the 2012 Eurobarometer poll, 82 per cent of UK public "tend not to trust" political parties; 77 per cent "tend not to trust" the national government.

Membership of political parties has evaporated (there are now three times more Twitter followers of Tory MPs than there are formal party members). The disenchantment reaches into the broader establishment too: 45 per cent of us "tend not to trust the justice system" and 79 per cent "tend not to trust" the mainstream media. The scores in Italy are remarkably similar.

As with most political terms, 'populism' is malleable, elastic. It is sometimes deployed to discredit, describing an overly simplistic form of politics which stirs up emotions and directs it unfairly at (usually foreign) scapegoats. Equally though, it can be an important check on politics that gets too far out of sync with those it is meant to represent, a sort of democratic nudge. Often it is both.

Either way, with turnout falling, especially in local and European ballots, winning elections is increasingly about mobilising voters. Any party presenting a radical alternative to the status quo has avery large potential support base. Throw in modern tools of communication – both Beppe Grillo and another outsider-populist George Galloway used social media to communicate and get their vote out – and UKIP-like results will become more common. Farage called it a sea change. He is probably right.

"Farage increasingly talks about 'the professional political classes', rather than Europe, often with pint in hand." Photograph: Getty Images.

Jamie Bartlett is the head of the Violence and Extremism Programme and the Centre for the Analysis of Social Media at Demos.

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Air pollution: 5 steps to vanquishing an invisible killer

A new report looks at the economics of air pollution. 

110, 150, 520... These chilling statistics are the number of deaths attributable to particulate air pollution for the cities of Southampton, Nottingham and Birmingham in 2010 respectively. Or how about 40,000 - that is the total number of UK deaths per year that are attributable the combined effects of particulate matter (PM2.5) and Nitrogen Oxides (NOx).

This situation sucks, to say the very least. But while there are no dramatic images to stir up action, these deaths are preventable and we know their cause. Road traffic is the worst culprit. Traffic is responsible for 80 per cent of NOx on high pollution roads, with diesel engines contributing the bulk of the problem.

Now a new report by ResPublica has compiled a list of ways that city councils around the UK can help. The report argues that: “The onus is on cities to create plans that can meet the health and economic challenge within a short time-frame, and identify what they need from national government to do so.”

This is a diplomatic way of saying that current government action on the subject does not go far enough – and that cities must help prod them into gear. That includes poking holes in the government’s proposed plans for new “Clean Air Zones”.

Here are just five of the ways the report suggests letting the light in and the pollution out:

1. Clean up the draft Clean Air Zones framework

Last October, the government set out its draft plans for new Clean Air Zones in the UK’s five most polluted cities, Birmingham, Derby, Leeds, Nottingham and Southampton (excluding London - where other plans are afoot). These zones will charge “polluting” vehicles to enter and can be implemented with varying levels of intensity, with three options that include cars and one that does not.

But the report argues that there is still too much potential for polluters to play dirty with the rules. Car-charging zones must be mandatory for all cities that breach the current EU standards, the report argues (not just the suggested five). Otherwise national operators who own fleets of vehicles could simply relocate outdated buses or taxis to places where they don’t have to pay.  

Different vehicles should fall under the same rules, the report added. Otherwise, taking your car rather than the bus could suddenly seem like the cost-saving option.

2. Vouchers to vouch-safe the project’s success

The government is exploring a scrappage scheme for diesel cars, to help get the worst and oldest polluting vehicles off the road. But as the report points out, blanket scrappage could simply put a whole load of new fossil-fuel cars on the road.

Instead, ResPublica suggests using the revenue from the Clean Air Zone charges, plus hiked vehicle registration fees, to create “Pollution Reduction Vouchers”.

Low-income households with older cars, that would be liable to charging, could then use the vouchers to help secure alternative transport, buy a new and compliant car, or retrofit their existing vehicle with new technology.

3. Extend Vehicle Excise Duty

Vehicle Excise Duty is currently only tiered by how much CO2 pollution a car creates for the first year. After that it becomes a flat rate for all cars under £40,000. The report suggests changing this so that the most polluting vehicles for CO2, NOx and PM2.5 continue to pay higher rates throughout their life span.

For ClientEarth CEO James Thornton, changes to vehicle excise duty are key to moving people onto cleaner modes of transport: “We need a network of clean air zones to keep the most polluting diesel vehicles from the most polluted parts of our towns and cities and incentives such as a targeted scrappage scheme and changes to vehicle excise duty to move people onto cleaner modes of transport.”

4. Repurposed car parks

You would think city bosses would want less cars in the centre of town. But while less cars is good news for oxygen-breathers, it is bad news for city budgets reliant on parking charges. But using car parks to tap into new revenue from property development and joint ventures could help cities reverse this thinking.

5. Prioritise public awareness

Charge zones can be understandably unpopular. In 2008, a referendum in Manchester defeated the idea of congestion charging. So a big effort is needed to raise public awareness of the health crisis our roads have caused. Metro mayors should outline pollution plans in their manifestos, the report suggests. And cities can take advantage of their existing assets. For example in London there are plans to use electronics in the Underground to update travellers on the air pollution levels.

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Change is already in the air. Southampton has used money from the Local Sustainable Travel Fund to run a successful messaging campaign. And in 2011 Nottingham City Council became the first city to implement a Workplace Parking levy – a scheme which has raised £35.3m to help extend its tram system, upgrade the station and purchase electric buses.

But many more “air necessities” are needed before we can forget about pollution’s worry and its strife.  

 

India Bourke is an environment writer and editorial assistant at the New Statesman.